appendix b - dart.org · whether due to dart service interruptions/disabled vehicles in downtown...

Dallas CBD Second Light Rail Alignment (D2 Subway) Supplemental Draft Environmental Impact Statement

Appendices

Appendix B

Technical Memoranda and Reports

Disclaimer:

Technical memoranda and reports were prepared as independent documents to support the preparation of the Supplemental Draft Environmental Impact Statement (SDEIS) for the Dallas CBD Second Light Rail Alignment (D2 Subway). Information from these documents was incorporated into the SDEIS to provide information on existing conditions, and in some cases, assess potential impacts to the resources. Information contained in the SDEIS is the most current and supersedes information in the technical memoranda and reports.

Dallas CBD Second Light Rail Alignment (D2 Subway) Supplemental Draft Environmental Impact Statement

Appendices

B-17

Definition of Operating Plans Technical Memorandum

Memo Date: February 13, 2020 (updated from October 7, 2019 draft)

Project: GPC6 Task Order 39: D2 Subway Project Development Services

To: Kay Shelton, DART Assistant Vice President – Capital Planning Ernie Martinez, DART D2 Project Manager – Capital Planning Tom Shelton, HDR – Program Manager, General Planning Consultant VI

From: Susan Rosales, Connetics Transportation Group

Subject:D2 Subway Project (Downtown Dallas Second Light Rail Alignment) Definition of Operating Plans

The purpose of this Technical Memorandum is to describe DART’s LRT operating plan incorporating the

D2 Subway Project alignment for the following scenarios:

1. Routine Operations

2. Special Event State Fair Service

3. Incident Management

Routine Operations

Currently, DART operates four light rail transit (LRT) lines. Each line generally offers 15 minute peak period

service frequencies and 20 minute midday and evening service frequencies on weekdays. On weekends,

service frequencies are 20 minutes, tapering to 30 minutes in the evenings. All four LRT lines currently

converge on the transit mall in downtown Dallas, as shown in Figure 1.

Figure 1. Existing DART Light Rail Transit Configuration in Downtown Dallas

The D2 alignment will be used by DART’s Orange Line and Green Line, whereas DART’s Red Line and Blue

Line will remain on the transit mall in downtown Dallas, as shown in Figure 2. This frees up capacity on

the transit mall, allowing additional Red Line service to be added during the peak hour to address core

capacity. Endpoints for each of the four lines will remain the same as existing service, as summarized in

Table 1 and Figure 3. The D2 project incorporates full wye movements at the Deep Ellum Junction as well

as the Southeast Junction, allowing operational flexibility for interaction between the lines.

Figure 2. DART Light Rail Transit Configuration with D2 Alignment

Table 1. DART Light Rail Transit Lines

LRT Line Downtown Alignment

From To

Red Line Transit Mall Parker Road Westmoreland

Blue Line Transit Mall Downtown Rowlett UNT Dallas

Green Line D2 North Carrollton/Frankford Buckner

Orange Line D2 DFW Airport Terminal A Parker Road (weekday peak) or LBJ Central (all other times)

Figure 3. DART Light Rail Transit System with D2

Each line’s span of service and service frequencies are presented in Table 2, and the resulting operating

plan is schematically illustrated in Figure 4.

Table 2. DART Light Rail Transit Span and Service Frequency by Line

LRT Line Weekday Weekend

Span Service Frequencies Span Service Frequencies

Red Line 4am – 2am 15 minute peak*;

20 minute midday and evening 3:15am – 2am

20 minute base; 30 minute early morning and

evening

Blue Line 3:30am – 2am 15 minute peak;



evening

Green Line 3:15am – 1:45am

15 minute peak; 20 minute midday and evening

3:45am – 1:45am


evening

Orange Line

2:45am – 2am 15 minute peak;



evening

*Plus one added insert train from Parker Road to Cedars Station during heaviest peak hour

Station-to-station travel times were estimated for the D2 alignment, accounting for speed limitations

introduced by curves and station placement. This geometric data is used in tandem with vehicle

acceleration and deceleration rates to provide vehicle travel times between stations along the D2

segment. Because these stations serve central Dallas, a dwell time of 30 seconds per station was assumed.

Table 3 and Table 4 provide resulting travel times. For the Green Line, the D2 alignment is about 0.13

miles shorter and saves about 2.8 minutes compared to the transit mall. For the Orange Line, the D2

alignment adds about 0.4 miles and adds about 1.2 minutes compared to the transit mall.

Table 3. D2 Green Line Travel Times between Victory Station and Baylor UMC Station

Begin Station End Station Distance Travel Time Dwell Time

Total Time

Avg. Speed

VICTORY STATION MUSEUM WAY STATION 0.45 0:02:05 0:00:30 0:02:35 12.8

MUSEUM WAY STATION METRO CENTER STATION 0.42 0:01:07 0:00:30 0:01:37 22.4

METRO CENTER STATION COMMERCE ST STATION 0.44 0:01:30 0:00:30 0:02:00 17.6

COMMERCE ST STATION CBD EAST STATION 0.38 0:01:17 0:00:30 0:01:47 17.8

CBD EAST STATION BAYLOR UMC STATION 0.74 0:02:42 0:00:30 0:03:12 16.4

TOTALS 2.42 0:08:41 0:02:30 0:11:11 16.7

Table 4. D2 Orange Line Travel Times between Victory Station and Cityplace/Uptown Station

Begin Station End Station Distance Travel Time

Dwell Time

Total Time

Avg. Speed

VICTORY STATION MUSEUM WAY STATION 0.45 0:02:05 0:00:30 0:02:35 12.8

MUSEUM WAY STATION METRO CENTER STATION 0.42 0:01:07 0:00:30 0:01:37 22.4

METRO CENTER STATION COMMERCE ST STATION 0.44 0:01:30 0:00:30 0:02:00 17.6

COMMERCE ST STATION CBD EAST STATION 0.38 0:01:17 0:00:30 0:01:47 17.8

CBD EAST STATION LIVE OAK STATION 0.39 0:02:02 0:00:30 0:02:32 11.5

LIVE OAK STATION CITYPLACE/UPTOWN STATION 1.33 0:03:09 0:00:30 0:03:39 25.3

TOTALS 3.40 0:11:10 0:03:00 0:14:10 18.3

Figure 4. DART Light Rail Transit Operations for Routine Service

Note: One added Red Line insert

train Parker Road to Cedar Station

= 6.6 during single peak hour

Special Event Service

State Fair

DART provides special event service during the annual State Fair held each fall. The fairgrounds are

served by two Green Line stations -- Fair Park Station, located on Parry Avenue at the main entrance to

the fairgrounds, and MLK, Jr. Station, located south of R.B. Cullum Blvd. and convenient to the MLK

fairground entrance (Gate 6) and the Cotton Bowl Stadium.

The current service concept for State Fair service makes the following modifications to routine service:

Extra Green Line trains are added approximately every 20 minutes between Victory and

Lawnview stations from 9:30 a.m. to 3:30 p.m. weekdays and 9:30 a.m. to 7:30 p.m. on

weekends, effectively providing 10 minute Green Line service between Victory and Lawnview.

Blue Line weekend evening service is enhanced from 30 minutes to 15 minutes.

Orange Line trains are extended to Parker Road Station (except game day for Red River

Showdown).

If basically maintaining the same service plan as currently employed for special event service,

passengers riding DART light rail lines transfer at the following locations, given the realignment of Green

and Orange Line service to D2:

Red and Blue Line passengers transfer to the Green Line at West End/Metro Center.

Westbound Orange Line passengers transfer to the Green Line at CBD East Station.

Eastbound Orange Line passengers transfer to the Green Line at Bachman Station.

TRE passengers transfer to the Green Line at Victory Station.

The State Fair service plan, as based on current service but with the realignment of Green and Orange

Line service to D2, highlights changes compared to routine service in Figure 5.

Since the D2 alignment provides additional capacity in downtown Dallas and the project incorporates all

movements at the Southeast and Deep Ellum junctions, State Fair service can consider other patterns

providing direct service to the fairgrounds:

Parker Road to fairgrounds

Downtown Rowlett to fairgrounds

DFW to fairgrounds (beyond the three weekend PM trips in current State Fair schedule)

Westmoreland to fairgrounds

UNT Dallas to fairgrounds

https://www.dart.org/riding/stations/fairparkstation.asp

https://www.dart.org/riding/stations/mlkjrstation.asp

Figure 5. DART Changes to Routine Light Rail Transit Operations for State Fair Service (based on existing practices)

Note: One added Red Line insert

train Parker Road to Cedar Station

= 6.6 during single peak hour

The extent to which these additional patterns can be accommodated is limited by the headway

limitations of the Green Line segment from the Deep Ellum junction to the fairgrounds. It is worth

noting that Red and Blue Line southbound transfers to the Green Line would cause undesirable

backtracking to transfer at West End/Metro Center, so these corridors may warrant particular

consideration of direct service. The remaining movements (Red and Blue Line northbound transfers to

the Green Line as well as either direction of Orange Line) do not necessitate major out-of-direction

travel.

Table 5. Potential State Fair Operating Plans with D2

LRT Line

D2 Based on Current Plan D2 Example of Alternate Plan

Weekday Weekend Weekday Weekend

Red Line 15 min peak; 20 min base 20 min base; 30 min eve 15 min peak; 20 min base (full); 20 min base Parker

Rd to Lawnview

20 min base; 30 min eve (full); 20 min base; 30 min eve Parker Rd

to Lawnview

Blue Line 15 min peak; 20 min base 20 min base; 15 min eve 15 min peak; 20 min base 20 min base; 15 min

eve

Green Line

15 min peak; 20 min base (full); 20 min base Victory

to Lawnview

20 min base; 15 min eve (full); 20 min base Victory

to Lawnview

15 min peak; 20 min base (full); 20 min base Victory

to Lawnview

20 min base; 15 min eve (full); 20 min base Victory to Lawnview

Orange Line

15 min peak; 20 min base; extend all trips to Parker

Rd

20 min base; 30 min eve; extend all trips to Parker

Rd 15 min peak; 20 min base

20 min base; 30 min eve

The example shown in Table 5 and Figure 6 focuses adding Red Line direct fairground service from

Parker Road to Lawnview via the Southeast and Deep Ellum junctions except during weekday peak

periods. Blue Line southbound trains would be able to take advantage of this direct service by

transferring at SMU/Mockingbird, rather than having to transfer at West End/Metro Center and

backtrack through downtown Dallas on the Green Line. The transfer between the Blue and Red Line

fairground service at SMU/Mockingbird (or Cityplace/Uptown) could be a timed transfer. The Green Line

supplemental service between Victory and Lawnview is maintained to respond to increased transfers

from northbound Red and Blue, transfers from TRE at Victory station, and transfers from the Orange

Line from either direction.

The example’s resulting 12 trains an hour (5 minute average headway) between SMU/Mockingbird and

the Southeast Junction can clearly be accommodated, as this matches the current trunk headway in this

segment for weekday peak period service.

The example would lead to 9 trains an hour (6.6 minute average headways) between the Deep Ellum

Junction and Lawnview. As noted earlier, the Green Line’s minimum frequency between trains would

need to be confirmed in order to determine how much direct service to the fairgrounds can be

accommodated.

While other patterns can be incorporated, the intent is to make the direct service to the fairgrounds

regular and frequent enough for riders to depend on the service.

Figure 6. DART Changes to Routine Light Rail Transit Operations for State Fair Service (alternate concept incorporating D2)

Red River Showdown

Existing Service. The Red River Showdown annual football game is held on a single day during the State

Fair. DART’s current service provides a sophisticated system of additional train service, including the

integration of the Green Line Circulator loop, special Red Line service, and additional shuttle buses. Due

to capacity constraints on the transit mall, DART employs its yard lead connections to cut across

downtown Dallas to the south. This connection is used as a bypass for rerouting Green Line southbound

trips as well as special Red Line service to the stadium before the game. The Green Line circulator

maintains access to downtown stations that are bypassed by these rerouted trips. Figure 7 provides a

schematic of service focusing on central Dallas and the fairgrounds.

Figure 7. DART Light Rail Transit Current Operations for Red River Showdown

Green Line. Southbound Green Line trains operate every 10 minutes from North

Carrollton/Frankford Station for MLK, Jr. Station as early as four hours before the game. Prior to

kick-off, these trains use an alternate routing proceeding from Market Center Station to Union

Station, then directly to MLK, Jr. Station, thereby skipping Victory, West End, Akard, St. Paul,

Pearl/Arts District, Deep Ellum, Baylor and Fair Park stations. The skipped downtown stations

are accessed by transferring to the Green Line circulator at Union Station.

Northbound Green Line trains leave every 10 minutes from Buckner Station for MLK, Jr. Station

as early as three hours before kickoff. These trains skip Fair Park Station, but continue to serve

all other stations.

The special Green Line circulator starts four hours before the game and operates every 10

minutes, serving stations noted in Figure 6. The Green Line circulator does not stop at

Convention Center or Cedars stations and operates continually until approximately four hours

after the game.

Red Line. Red Line trains following the typical route between Parker Road and Westmoreland

Station operate on a regular Saturday schedule with 20 minute service transitioning to 30

minutes in the evenings. Southbound Red Line passengers transfer to the Green Line Circulator

at Pearl/Arts District Station while northbound Red Line passengers transfer at Akard Station.

For direct service to the stadium, specially marked southbound Red Line trains operate every 10

minutes from Parker Road Station to MLK, Jr. Station starting as early as four hours before

kickoff. The specially marked southbound Red Line trains do not stop after Cityplace/Uptown

Station and head directly to MLK, Jr. Station using the yard lead routing as described for the

Green Line. After the game, these specially marked northbound Red Line trains depart from

MLK, Jr. Station for the trip back to Parker Road Station, skipping the Fair Park Station.

Blue Line. Southbound Blue Line trains operate every 15 minutes from Downtown Rowlett

Station starting four hours before kickoff, with transfers to the Green Line Circulator at

Pearl/Arts District Station. Northbound Blue Line passengers follow a regular Saturday schedule

and can transfer to the Green Line Circulator at Akard Station.

Orange Line. Eastbound Orange Line passengers from DFW Airport and Irving's five stations

transfer to the Green Line at Bachman Station at 20 minute headways. Orange Line trains only

operate between DFW Airport and Bachman stations from approximately four hours before the

game to four hours after the game, when service along the full route to Parker Road is resumed

at 30 minute headways.

Potential Reconfigured Game Day Service with D2. A second alignment through downtown opens up

greater opportunities to provide game day service using existing revenue track. This replaces the need

to use the yard lead track and potentially eliminates the Green Line Circulator. The following concept is

an example of how Game Day service may operate, incorporating D2.

Green Line. Green Line trains operate every 15 minutes between North Carrollton/Frankford

Station and Lawndale or Buckner from three to four hours before kickoff, serving all usual Green

Line stations. (Northbound and Southbound may choose to serve either Fair Park or MLK, Jr.

Stations if there are limitations to stopping at both.)

Orange Line. On game day, all Orange Line trains are reconfigured to operate every 15 minutes

between DFW and Lawndale. This in effect leads to 7.5-minute combined Green and Orange

Line service south of Bachman.

Red Line. Red Line trains following the typical route between Parker Road and Westmoreland

Station operate on a regular Saturday schedule with 20 minute service transitioning to 30

minutes in the evenings. Red Line passengers heading from either direction can transfer to

the Green or Orange Line at West End/Metro Center to continue to the fairgrounds.

Direct Red Line service to the stadium is added, with southbound trains operating every 15

minutes from Parker Road Station via Southeast Junction and Deep Ellum Junction to Fair Park

Station or MLK, Jr. Station starting as early as four hours before kickoff. (The southern terminus

would be located where available, and may extend south to Lawnview.)

Blue Line. Blue Line trains operate every 15 minutes between Downtown Rowlett Station and

UNT Dallas from three to four hours before kickoff. Southbound Blue Line riders can transfer at

SMU/Mockingbird to catch Red Line service heading directly to the stadium. Northbound Blue

Line riders can transfer to the Green or Orange Line at West End/Metro Center.

Figure 8 illustrates the before- and after-game concept incorporating D2.

Figure 8. DART Potential Game Day Operating Concept with D2

This example leads to the following combined service levels:

Bachman to Deep Ellum Junction: Green and Orange = 8 trains/hour (7.5 minute average

headway)

Deep Ellum Junction to Fairgrounds: Green, Orange and Red special = 12 trains/hour (5 minute

average headway)

SMU/Mockingbird to Southeast Junction: Red regular, Red special, Blue = 11 trains/hour (5.5

minute average headway)

Southeast Junction to 8th/Corinth: Red regular, Blue = 7 trains/hour (8.6 minute average

headway)

A summary of the current plan versus the example D2 plan is provided in Table 6. As can be seen, the

example leads to somewhat less frequent service on the Green Line north of Bachman and less frequent

Red Line stadium service. This is offset by more frequent service between Bachman and the

fairgrounds, improved frequency and direct service from DFW rather than truncating the Orange Line,

and improved travel times to the stadium by eliminating the alternate routing using the yard lead.

Table 6. Potential Red River Showdown Operating Plans with D2

LRT Line Current Game Day Plan Potential D2 Game Day Plan

Red Line 20 minute regular; 10 minute stadium with skipped CBD stations

20 minute regular; 15 minute stadium (bypasses downtown routing)

Blue Line 15 minute regular 15 minute regular

Green Line 10 minute with skipped CBD stations southbound; separate 10 minute CBD circulator

15 minute regular (no need for separate circulator)

Orange Line

20 minute DFW to Bachman 15 minute DFW to Lawnview (together with Green Line, provides 7.5-minute trunk service Bachman-

Lawnview)

The key segment that determines the amount of service to the fairgrounds is from Deep Ellum Junction

to the fairgrounds. Proposed headways among various lines can be rebalanced based on the maximum

allowable level of service. It is understood that there will be delays associated with waiting for train

slots at Southeast Junction and Deep Ellum Junction. Regardless, bypassing the downtown routing is still

likely to save time even with the delays at the junctions.

Incident Management

Whether due to DART service interruptions/disabled vehicles in downtown Dallas or emergency actions interfering with DART right-of-way (e.g., fire hoses blocking Bryan-Pacific transit mall), the D2 alignment provides an alternate path through downtown Dallas and allows DART to reroute LRT service from one downtown corridor to the other.

If there is a service interruption/disabled vehicle in the D2 segment, then Green and Yellow Lines would revert back to the transit mall per existing operations.

If there is a service interruption/disabled vehicle in the Bryan-Pacific transit mall segment, then southbound Red and Blue Lines can bypass the Southeast Junction and enter D2 at the Deep Ellum

Junction, proceed to Victory Station, then use the pocket track to switch southward continuing past Northwest Junction onto Union Station and continuing southward. Northbound Red and Blue Lines would proceed northward from Union Station to Victory Station, then use the pocket track to switch southward and onto the D2 alignment, turning northward at Deep Ellum Junction back toward the Southeast Junction where they pick up their usual alignment. Figure 9 reflects the rerouting of both the Red and Blue Lines onto D2.

Figure 9. DART Incident Management Plan Rerouting Off Transit Mall – Both Red and Blue Lines

Figure 10 is a modified plan that focuses on rerouting just the Red Line onto D2 while truncating the Blue Line on either end of downtown. This concept puts less stress on D2 operations. This alternate plan may lead to less impacts during a peak period when demands on D2 would be greatest.

Figure 10. DART Incident Management Plan Rerouting Off Transit Mall – Red Line Only

appendix b - dart.org · whether due to dart service interruptions/disabled vehicles in downtown...

Documents